Books and Resources

Landings Flight Distance Calculator

January 26th, 2011

I was recently searching for a quick flight planning tool, since there isn’t one available at the company I work for, and I had to develop some routes for our instrument training program in the simulator suitable for a DA42 aircraft.

I could not believe my luck in finding the distance calculator at – see the General Links listing on the sidebar for the direct link.

This tool provides a quick and easy route distance summary by entering the ICAO departure, destination and intermediate airport codes. It additionally provides information on restricted and danger zones enroute, airports in the vicinity of the route, and displays a map of the route for easy of orientation. And there’s some links to weather and all sorts of other goodies, I didn’t look into these since I was just in need of distances, but all and all a really great resource.



Cessna Training Manuals

Cessna 206 Training Manual Update

January 7th, 2011

Just to provide an update, in preparation for the Cessna 206 Manual release, published by Red Sky Ventures (who pays for this site!) we’ve uploaded a bunch of hard copy options to the store, including a colour version, a spiral bound version, and shortly I’ll be finished with the hard copy version. And I’ve done some subtle revisions to the cover.

While doing some market research I found a great site, Bush Planes, the site’s main provision is write ups about planes used in bush-flying, and, from the ones I know, they are quite well written accounts, for example they mention that the C206 is a popular bush flyer despite it’s ground hogging tendency (my paraphrasing, apologies if there’s anything lost in translation). It quite good for unprepared surfaces, with the rugged fixed gear, and has a versatile loading capacity – particularly with cargo doors (a friend has been known to carry leopards in hers) and a pod for the messy loads, and reasonably good speeds for the typically short distances involved in this type of flying. They are also a great plane to fly, and relatively uncomplicated for a private pilot, making them a fun plane for a family commuter or hire and fly trips. No wonder most of us think about it as the flag flyer of the Cessna restarts.


Cessna 206 Training Manual Pre-release

November 7th, 2010

Press Release Cessna 206

Red Sky Ventures announces the pre-release of the Cessna 206 Training Manual. It’s now available in Red Sky Ventures online store, easily accessible via search at And can be found via the direct link here.

The Cessna 206 Training Manual is an information guide book, primarily aimed at pilots, containing in-depth technical information, pilot’s operating notes, performance planning, and a variety of tips and tricks which can help improve operating standards of all pilot’s flying the aircraft. The book has a large number of photographs, diagrams, and schematics to compliment and aid understanding of the text. The book is intended to be used in conjunction with the manufacturer’s Pilot’s Operating Handbook (POH) for ground study purposes, and in such it expands on the information in the POH, and adds clarity and meaning to the manufacturer’s requirements, which are necessarily vague.

Both authors, Danielle Bruckert and Oleg Roud are professional pilots and instructors on the Cessna series of aircraft they write about. They now both fly for airlines, however both remain active as instructors and examiners on light aircraft. Their motivation to write the books was to improve training and operating standards in the general aviation sector – the term used to define the non-airline civil aviation sector, typically involving light aircraft in private and charter operations.

The Cessna Training Manual is the fifth book in the series, and the authors believe it is the best so far. “Experience always shows us ways to improve, from research and compilation, to display and how we get the message across,” Says Danielle Bruckert. Danielle further states that with each book, they find more and more useful information to include on each model. The Cessna 206, at 177 pages is nearly double the length of the Cessna 182 Training Manual, it’s closest counterpart. And although initially Danielle thought it would be a simple process to revise the format they already had in the Cessna 210 Training Manual, the most recent release, three years of extensive research and development later, she admits “It was an underestimate – this book is much more than that!”.

The book is available at present as a special pre-release version. The full book release launch will take place early next year, allowing for media lead times and will include a full colour and hard cover version. .

More information about this and other Cessna books in the series can be found at Cessna_206_Manual_thumbnail

A Really Cute and Helpful Radio Techniques Guide

August 7th, 2010

I found this guide online at Austin Collins’ webpage.

Here’s an exert, so you’ll understand why I find it cute, helpful, and humourous, all the GoNumbers’ mantras.

Hold the Mayonnaise

Let’s consider a transmission. Then let’s replace all the unnecessary words with the word “mayonnaise.” Then we’ll hold the mayonnaise and see how much it cleans up the call.

“And, SoCal Approach, this is, uh, Cessna eight zero one three eight with you.”

If we replace the unnecessary words with the word “mayonnaise” we get:

“Mayonnaise, SoCal Approach, mayonnaise, mayonnaise, Cessna eight zero one three eight mayonnaise.”

All the pilot really needed to say was:

“SoCal Approach, Cessna eight zero one three eight.”

Now let’s try it again.

“And, Orlando Executive Ground, this is Flight Express Trainer Three, we are a Cessna 210 and we are at the Flight Express Ramp with information Tango. We’re ready to taxi to the active runway and we’ll be a VFR departure to the northwest today.”
Again, if we replace the unnecessary words with the word “mayonnaise” we get:

“Mayonnaise, Orlando Executive Ground, mayonnaise Flight Express Trainer Three, mayonnaise Cessna 210 mayonnaise Flight Express Ramp with information Tango. Mayonnaise mayonnaise mayonnaise mayonnaise VFR mayonnaise northwest mayonnaise.”

All the pilot really needed to say was:

“Orlando Executive Ground, Flight Express Trainer Three, Cessna 210, Flight Express Ramp, Tango, VFR northwest.”

Why say it in 44 words when you can say it in just 15 words?

Next time, before you speak, remember to “Hold the Mayonnaise”.

Check out the rest of the file at www.redskyventures free stuff:
Flight Express operates some Cessna 210s on mainly on IFR freight operations, if you want to learn more about the C210, Austin Collins also has a Cessna 210 guide, a short internet search should find it, and you can also check out our Cessna 210 text book at Cessna 210 Book.

Cessna Pilots: Buy a book, Support the ‘Save a Plane’ Cause

February 17th, 2010

I’ve decided to start a new cause: It’s called the [b]“Save a Plane”[/b] cause.
It’s not really a foundation as such, since I don’t want to go through the paperwork of setting one up, but, if you buy a book you can help directly to Save a Plane: the one you’re flying.

And while you’re pursuing the great cause of saving a plane, you could find yourself contributing to an even greater cause – Saving a Passenger.
Lives which may have been placed unnecessarily at risk, perhaps not by you, but by the system. The system you as a pilot we unknowingly submitted to. That is the system of pilot training typically available in the General Aviation sector, fuelled by deregulation of flight schools and instructor standards, limited national funding, and the lack of importance since small planes equal small loss of lives. A system which allows an instructor to teach with little more than a conversion himself (trust me I\’ve seen it and done it), justified by the logic, it\’s a simple light aircraft and the instructor has enough experience flying to know how to teach even though he’s only flown an hour on type. A system supported by pilots eager to keep the cost of flight training down, by flying the minimum chargeable hours, convinved they need little more than the POH to go by, text books only add to the cost of flying and take away money from important practical flying hours with unnecessary theory.

A bit dramatic? Consistently General Aviation accident rates remain the highest by a large margin. In the NTSB preliminary statistics comparing accident rate per flight hour, they are three times higher than commuter flights, the next highest category, and a staggering seventy times higher than the lowest rate, scheduled airlines

The last question, is it worth spending USD20 to find out, when most of the aeroplanes we write about cost about 100USD per hour?

If you are still sceptical about the cost, consider that the 20$ you spend might save you some flying and briefing time on your next renewal –

Support the ‘save a plane’ cause – by starting with improving your own knowledge.

[b]Your donation is fully guaranteed! [/b]
Anyone not happy with a hard copy book purchase, that is if you really feel that it did not provide you with some valuable information and help improve your standard of flying, send me the copy in original condition for a full refund.

Any feedback on this marketing tactic welcomed: I\’ve posted it on my own blog for a laugh, but really it is quite serious.

Free Resources – POHs, Owners Manuals and Many More

November 9th, 2009

Red Sky Ventures, the sponsor of GoNumbers has recently begun uploading a number of free resources to their website. These free resources are included on the Free Stuff page,

The first in the series of uploads is the Cessna POH range, over 15 files are presently uploaded, including both POHs and Owner manuals for a range of Cessnas, including various models of the Cessna 152, Cessna 172 and Cessna 182.
Red Sky Ventures director, Danielle Bruckert welcomes contributions via email, and hopes that the POH archive will become a valuable resource of all that’s available POH wise on the web.

This upload coincides with the US release of Red Sky Ventures’ C210 Training Manual, written by Oleg Roud and Danielle Bruckert, found at , and aims to improve pilot knowledge for transition training.

Red Sky Ventures hopes their series and the uploads will help the move towards better training practices and proper training resources in General Aviation.

Namibia Self-Fly Safaris

May 11th, 2008

The following is the experience of a safari through Namibia by a pilot who had completed some thorough planning which resulted in an enjoyable trip with minimum problems. The pilot bought some VFR charts and a Namibian Runway Directory well in advance, then contacted us for some pre-flight planning information. And fortunately for us provided some feedback after the trip so we could ensure we gave him the right advice, update the publication, and share the experience with others.

I’d like to say this is a typical experience – but this would be only for those who take time in planning and preparation, which sadly is not everyone.

Dear Danielle,

we are back from your wonderful country! What a trip! We still have in our eyes (and our pictures, more than 350!) the images of the differences of Namibia, from the incredible Fish River Canyon to the vast desert and dunes of Sossusvlei , the fog along the coast and the quite looking scary hills and mountains on route to Hobatere! I don’t know enough words in english to show our happiness after this trip!

Of course your airfield directory was quite helpful, and I would like to share with you what I found during our stops.

Keetmanshoop, we arrived on Sunday, the airport was unmanned but the man in charge for landing fee was able to call custom and immigration in just few minutes! Of course there was no fuel but we were lucky because a car with a fuel drum from Desert Air was refueling a Piper and offer us to fill it up our tanks, even if he asked a call out fee!

– Fuel services ceased recently, this is presently notamed, we are hoping someone may take over the account.

Karios, good landing strip, plus Hein and his staff were very helpful. We were able to refuel, the price was quite high (21 ND x liter) but I full understand the price, actually if you compare was cheaper than Keetmanshoop

Geluk, fantastic place, it’s incredible to land in a place like that! The gravel is very rough, too many big stones, but for the rest, all ok! We were even able to watch the sunset under the wing of our plane (of course a Cessna high wing) while sipping a gin tonic…actually I was there to check the plane and my wife, smart woman, brought the drinks! We have to thanks Le Mirage staff for the possibility to use two quad bikes to go to the airfield at no charge!

– Big stones noted, we’ll put a reference in the new edition (I probably didn’t notice with the big C210 tyres)

In both places the day we left the person who drove us to the plane didn’t leave until we were airborne, very safety!

– Most lodges are very helpful in terms of things like “clearing game’”from the strip, organising trips to the aeroplane, and assistance with flight planning phone calls (even when they like to tell guests they don’t have a phone), the aircraft are the lifeline to the lodges and they are all very safety conscious when it comes to requests from the PIC!

Walvis Bay, ok not so particular like the others but still ok, the only problem was the fuel, or a part of it…because I wasn’t sure if I was able to find the avgas where needed I took with me two 25 liters jerry can and everywhere except Walvis I was able to have them refill. I spoke with the man in charge and he said that for I don’t know which policy I couldn’t refill the jerry cans!

– Fuel which is not in an approved ferry tank installation is unfortunately seen as dangerous goods, and subject to the requirements of Part 92 (Dangerous Goods). This is obviously to prevent improper carriage leading to leaking canisters or harmful fumes in the passenger cabin. This aside, in my personal opinion, properly secured good quality jerry cans are less of a risk than pilots attempting to push on minimum fuel after an unexpected fuel situation. The best way is to ensure adequate fueling facilities is to contact all the relevant people during the planning stage, confirm again a few days prior to the trip, check the notams and phone again on the day of the trip. Of course this doesn’t prevent situations like I experienced when I arrived in Luderitz to find the fuel pump had just broken down! Another option is to check the fuel can storage system for acceptance with a Part 43 (AMO) operator before departure.

Hobatere, number one in our list! The landing strip is not very easy to access, but is a gem! Perfect gravel, good length, the width is ok, maybe the animals roaming the runway were not so nice, but hey, is their home at the end! Steven and his family were wonderful, particular his son! Always available if I had to go back to the plane, I did a couple of times because I forgot something, and very helpful with a lot of information.

– I agree on the difficult to see/access, it is right in the middle of a narrow valley!

One day we flew over the Etosha Pan and landed at Tsumeb for fuel, cute airport, nice refueling personnel, and then we went back to Hobatere. I was too low on my circuit after a low passage over the strip, so instead of flying over the hill at the end of 06 I flew around it, the problem was the windshear from the hills, not too much wind, actually the windsock was almost dead, but some gust coming from various direction, interesting, too say the least!

Then we flew back to Walvis for a night stop and Sunday we did Walvis/Alexander Bay were we stopped for fuel, and then direct to Cape Town…this part with SE wind, so I decided to stay low (1500ft) to try to avoid the stronger wind, at the end we took 3hrs45min to reach the Mother City!!!

The Customs in Walvis was very helpful, like the apron personnel.

Concerning your book I have one question…while we were flying from Geluk to Big Daddy, to go to Walvis then, I was flying at low level to appreciate the scenery, and one of the plane coming in told me that I was supposed to fly at 3500′ as per standard pattern in the area. I couldn’t find anything about it on your book, maybe I missed something?

– There is no formal procedure, except broadcasting intentions in the high density VFR traffic area is essential. We are speaking to the Swakopmund Commercial operators, to find out if there is an informal procedure which the pilot was referring to, that we can publish in the next edition, at present they say there is no informal procedure either.

I hope I didn’t bother you too much with this email, thanks again for your help, best regards ciao Aldo

– We Really appreciate the feedback, to help others and to spread the word on why we enjoy flying here so much, Thank-you Aldo!!

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